Railroad-signal



S w. H. HARRELL.

RAILROAD SIGNAL.

AEPLICATION'FILED NOV. 29, 1919.

Patented Dec. 28, 1920.

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ATTORNEYS W. H. HARRELL.

RAILROAD SIGNAL. APPLICATION men NOV. 29. 1919.

1,363,869 Patented Dec. 28, 1920.

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,4 TTORNfYS WITNESSES W. H.' HARRELL.

RAILROAD SIGNAL.

APPLICATION FILED NOV. 29. 1919.

1,363,869. w Patented Dec. 28,1920.

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RAILROAD-SIGNAL.

Specification of Letters Patent.

Patented Dec. 28, 1920.

Application filed November 29, 1919. Serial No. 341,475

T 0 all whom it may concern:

Be it known that I, WILLIAM H. HARRELL, a citizen of the United States, and a resident of Dallas, in the county of Dallas and State of Texas, have invented new and Improved Railroad-Signals, of which the following is a full, clear, and exact description.

This invention relates to signals, and more particularly to automatic railroad signals for displaying a warning signal at grade crossings.

An object is to produce an automatic railroad signal for use on electric and steam railway lines to warn pedestrians and Vehicular trafiic of the approach of a car or train to a grade crossing or station.

Another object is to provide an automatic signaling system which operates a semaphore, rings a bell, or illuminates a light at a particular place where traflic should be safeguarded prior'to'the approach of the train, and which will also function to discontinue the action of the signal after the train has passed the place guarded by the signal.

It is a purpose to provide a dependable and positive electrical circuit closing means used to control the aforesaid signals, the circuit closing means being actuated by a passing car or train to set the signal in operation, and likewise being actuated by the same passing car or train to discontinue the operation of the signal after the train has passed the grade crossing.

I have in view the construction and adaptation of an automatic signal for use on railway systems which is comparatively inexpensive to construct and maintain, and which may be installed at grade crossings and on railway systems in present use.

With the above and further objects in view, the invention has relation to the automatic railway signal as herein described,

set forth in the claims, and illustrated in operating any desired form of signal, and

Fig. 2 shows a sectional view taken on the line 2-2 of Fig. 1.

Fig. 3 illustrates the switch housing in 7 section as developed from the line 3-3 of Fig. 1, and Fig. 4 shows the switch housing in fragmentary section as it would appear when out on the line 44 of Fig. 2.

Figs. 5 and 6 illustrate signal or semaphore supports erected adjacent the railroad track at a grade crossing or any vantage point where traffic is to be safeguarded.

Fig. 7 illustrates a modified form of a certain switch mechanism employed for opening and'closing the signal circuits, as taken on the line 77 of Fig. 6.

Figs. 8, 9 and 10 portray a diagram of three stages of the operation of the signal. The Fig. 8 shows the normal position of the signal and its setting prior to the approach of the train. The Fig. 9 shows the train having passed one of the signal stations and the danger position of the signal during the period of time the train is passing along the track, and Fig 10 is a diagram of the final stage of the signal system with a new setting subsequent to the passing of the train by the grade crossing guarded by the signal and by the last signal station which causes the signal system to assume a non-operating position. 1

Referring now more particularly to the drawings wherein the same parts throughout theseveral views are designated by identical reference characters, the numeral 12 points out a switch housing in which is contained circuit controlling means for actuating the signal system. A shaft 14 is journaled in the housing and this shaft is fitted with a pair of switch blades 15 and 16. The switch blades are spaced one from another and have a ninety degree setting. A ratchet wheel 17 of square or other polygonal outline is fixed upon the shaft and turns therewith, and a pawl 18 is pivoted on the casino wall engaging the ratchet wheel to hold said ratchet in any set position which the wheel may assume. The shaft 1 1 projects through the switch housing and has fixed on the outer end thereof a spur wheel 19. -The spur wheel will preferably have four radiating points assuming a ninety degree setting one from the otherin conformity with the position of the two switch blades 15 and 16.

The spur wheel 19 is subjected to operation the spur wheel 19 is rotated througha quarter turn, one of the switch blades 15 or 16 engages one pair ofthe blade receptacles,

to close an electrical circuit through these parts and either set the signal in operation or discontinue the operation thereof, dependent upon the particular station which the train happens to be passing at that time.

In this disclosure I have shown my railway signal system as applied to a street car, and a trolley pole 2 1 is shown in Fig. 1 adjacent the switch housing. The trolley pole carries a spur wheel actuator which comprises a clamp 25 fixedly attached to said trolley pole. Fig. 2 shows in detail the application of the spur wheel actuator to the trolley pole where the clamp 25 consists of two hinged jaws mounted and clamped on the trolley pole and carrying projecting rollers 26. The spur wheel actuator is mounted on the trolley pole in proper position to engage the spur wheel 19 and it will be understood that the switch housing 12 may be suspended from the trolley wire system or from the overhead transmission lines of a street railway system and placed adjacent the upper end of the trolley pole as disclosed in the Figs. 1 and 2. As the trolley passes adjacent the switch housing 12 the actuator 26 engages one point of the spur wheel 19 and carries the wheel forward for a quarter turn, thus rotating the shaft 14 and changing the position of the circuit mechanism within the housing. After the trolley has passed and the actuator 26 passes of!" of the spur wheel 19, the pawl 18 again engages the ratchet 17 to hold the circuit mechanism in positive position until it is again changed by a passing car.

Figs. 6' and 7 illustrate slightly modified forms of the circuit controlling mechanism and in this form a switch housing '28 is shown which carries the same shaft 14 as originally described. However, a lever 29 is. rotatable or loose on the outer end of the shaft 14 and substituted for the spur wheel 19. The upper end of the lever is provided with a spring pressed pawl 30. The shaft 14 has fixed thereto a ratchet wheel 31 having four ratchet teeth equi-distantly spaced on the periphery thereof and engaged by the spring pressed pawl 30. WVhen the lever 29 is carried forward by any suitable actuating device the ratchet wheel 31 is moved a quarter revolution which changes the position of the circuit mechanism within the housing 28 to the same effect and advantage as described for the operation of the circuit controlling mechanism shown in the other embodiments of the invention. In Fig. 6 a train or car 32 is shown passing a station. The station comprises a pole erected adja cent the track and the pole supports either one of the circuit controlling mechanisms as contained in the housing 28. The lever 29 is shown depending from the housing 28 in line with any appropriate means used for moving the lever 29 forward to change the setting of the circuit mechanism within the housing. The arm 34 is pivoted on the car supported by an. arcuate bracket 35 so arranged that it may be thrust outward in operative position from the interior of the car and made to assume the horizontal position as shown in Fig. 6 in order that the arm 3a may be alined with the depending lever 29 to engage the lever and subject the circuit controlling mechanism to a quarter turn when a train passes the station 33. It is also to be understood that the lever 29 will drop or automatically return to normal depending position for actuation, the pawl 30 engaging the next tooth.

Referring now more particularly to the Figs. 8, 9 and 10 where is shown a diagram of a section of track to which the signal system is applied, there is shown a semaphore, or signal pole 37 which carries a semaphore, bell, light or any appropriate signal for grade crossings. The signal 37 is understood to be erected adjacent the grade crossing over which the automatic signal exercises a warning control upon the ap-.

proach of a train to the crossing, and. in this instance is shown as an illuminating globe which is illuminated to efiect the aforesaid warning. In these three views the station 13 is shown spaced down the track distantly from the station C. The views are diagrammatic in form and used to disclose the manner of operating the signals by the use of circuit controlling mechanism contained in the housing. Each installation of the signal system comprises two stations B and C, each of whichis spaced some distance apart. The station E is preferably placed some distance from the grade crossing while the station C may be placed somewhat closer thereto, and it is to be understood that the train approaches the station B in order that the signal may be set in operation prior to the approach of the train to the grade crossing, and that the other station C may be erected close to the grade crossing or signal 37, in order that the action of the signal may be simultaneously discontinued with the passage of the train over the crossing.

The signal 37 is adapted to be illuminated to give warning of the approaching car or train 38. A battery 39 or any suitable source of current connects with the signal 37 through a circuit wire 40. The

circuit wire connects in parallel to the blade. receptacles 21 and'22 of the pair contained in the switch housing at station G. The other blade receptacles 21 and 22 at station B are connected through circuit wires 41 and 42 to the blade receptacles 21 and 22.

contained in the switch housing located at station C, of the signal system located at a point just beyond or a short distance from the signal 37. A return circuit wire 43 connects in parallel to the blade receptacles 21 and 22 at station B and leads back to the battery 39, thus completing the electrical circuits as shown in the three diagrams.

The arrangement of the circuit control switches in the housings is such that one of the switch blades 15 or 16 is normally closed in the switch blade receptacles at the station C while the other switch blade 16 or 15 is normally open at the station B prior to the approach of the car or train to the station B. This setting of the system is shown in Fig. 8 where the car 38 has not engaged the spur wheel 19 to change the position of the switch within the housing.

Fig. 9 shows the car 38 having passed the first station B and having rotated the spur wheel 19 one quarter revolution which closed the switch blade 16 across the blade receptacles and opened the blade 15. This changes the position of the circuit control mechanism so that the battery 39 is directly connected to the signal 37 which illuminates the signal during the time the car 38 is passing through that section of the track under the control of the signal system. The illumination of the globe or signal 37 is brought about by connecting the circuit wires 41 and 43 which directly alines the battery 39 with the signal 37 through both stations G and B. This setting of the signal system continues during the time the car 38 is passing over the section of track.

When the car has passed over the section of track the position of the circuit control means will assume that as shown in Fig. 10 at the station C where the switch blade 16 is closed across the receptacles 22 connecting the circuit wires 40 and 42, but disconnecting the circuit wires 41 and 40 by moving the switch blade 15 out of engagement with the pair of switch blade receptacles 21. In this manner, as is shown in Fig. 10, the signal 37 is again extinguished and will not be illuminated until another car approaches the station B.

It is to be understood that any appropriate form of signal may be substituted for the particular form of illuminating signal herein disclosed. The circuit controlling mechanism may be used to the same good and effect for ringing a bell or operating a semaphore arm as it is here used for illumican be applied to steam railways, and in the drawings there is shown the Fig. 6 which may be taken as one form of suitable apparatus used on steam railways for operating the signal system.

Having thus described myj invention, what I claim as new and desire'to secure by Letters Patent is:

1. A circuit controlling mechanism for railway signal systems comprising, a clamp comprising hinged sections fixed on a trolley pole, means for detachably connecting the sections, oppositely projecting spindles carried by the clamp, rollers carried on each spindle of the clamp, a switch housing, a shaft rotated in the switch housing, a spur wheel fixed to the shaft in line with and adapted to be engaged by one of the aforesaid rollers, and a switch mechanism associated with the shaft for the purpose of alternately opening and closing electrical circuits.

2. A circuit controlling mechanism for railway signal systems comprising, a switch housing arranged adjacent the passing trolley of a street car, an actuator fixed to the trolley of said passing car, a shaft journaled in the housing, a pair of switch blades fixed to the shaft, switch receptacles in the housing and arranged in pairs for engagement alternately by said blades, means for holding the shaft in fixed position, and a spur wheel fixed upon the shaft for engagement with the actuator carried on the trolley pole whereby to rotate the shaft for alternately closing circuits including said pairs of receptacles.

WILLIAM H. HARRELL. 

